Trolley system for electric railways



Oct. 27, 1931. A. M. ROSSMAN 1,828,945

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Oct. 27, 1931. A. M. ROSSMAN TROLLEY SYSTEM FOR ELECTRIC HAILWAYS FiledApril 23,

1929 19 sheets sheet 1s Oct. 27, 1931. A. M. ROS.SMAN

TROLLEY SYSTEM FOR ELECTRIC RAILWAYS l9 Sheets-Sheet 14 Filed April 23,1929 Oct. 27, 1931. A, M. ROSSMAN 1,328,945

TROLLEY SYSTEM FORBLECTRIC RAILWAYS Filed April 23. 1929 19 Sheets-Sheetl6 I l I I l I P Ru /22 07 Zle/z jZffoas/zm/z Patented Oct. 27, 1931UNITED STATES PATENT OFFICE ALLEN M. ROSSMAN, OF CHICAGO, ILLINOIS,ASSIGNOR, BY MESNE ASSIGNMENTS, TO ROSSMAN PATENTS, INCORPORATED, OFCHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS Application filed April 23,

My invention relates to electric railways and the like, and the presentapplication is directed more specifically to the trolley and currentcollector cooperating therewith, of a new electric railway system shownmore in detail in my copending application, Serial No. 365,832, filedMay 25. 1929.

The system of which the present invention is a part in its preferredform comprehends the use of three phase sixty cycle alternating current.In this it is essentially dilferent from known systems which in generalhave heretofore been either twenty-five cycle alternating currentsinglephase or direct current systems.

An essential part of the preferred motor system to be used inconjunction with the three phase trolley resides in the use of threephase alternating current induction motors for the main power units,said units being supplemented by auxiliary direct current motors toprovide the necessary starting torque and speed change.

The direct current motors employ as a r maximum only a relatively smallpart, in the preferred form. of the order of 20 to per cent of the totalpower of the motor sys tem. This power is secured by conversion of apart of the alternating current power through a converter carried in thelocomotive,

, preferably a motor generator set because it electro-mechanical forms-areversible link. The mechanism and means for securing the desiredreversible transformation is die scribed and claimed in my copending application Serial No. 360.400. filed May 4, 1929.

For crossovers. switch yards and the like, herein termed trackintersections, single phase trolley is employed. The primary source ofpower is three phase alternating current but for such local use orspecial use as yards. crossovers. switches and the like power from onephase conductor to neutral which is termed herein broadly single phaseis used where the complications of three phase trolleyare not desirable.

The locomotive is provided with suitable automatic changeover mechanismcontrolled by track contacts to switch from three phase r to singlephase and vice versa, disclosed and TROLLEY SYSTEM FOR ELECTRIC RAILWAYS1929. Serial No. 357,538.

claimed in my copending application Serial No. 357,539, filed April 23,1929.

Whereas the preferred use for the trolley system of my invention is inconnection with the above described alternating current and directcurrent motor combination it is to be understood that I do not intend tolimit the invention to the employment of the specific form of energyconversion or motor drive above referred to but my present invention isapplicable to all situations where it is desired to employ three phasetrolley or a combination three phase and single phase trolley.

In the electric railway system of my in vention the primary object is toemploy three phase 60 cycle current as the power supply in order to beable to receive power from the network of power supply lines andgenerating systems available throughout substantially the entirecountry. By employing the commercial frequency 60 cycle current upon thetrolley power may be taken from any convenient source. Specialsubstations or converting machinery are not required. By locatingtransformers along the right of way the trolley may be tied in to eithera paralleling transmission line or to sources of current whereveravailable.

Heretofore the use of 60 cycle current has been considered out of thequestion for two chief reasons, first, because no feasible way hasheretofore been worked out that would economically apply such current tothe drivinn axles. This means not only the application of power to drivethe train particularly at reduced speeds but also regeneration uponbraking or descending grades. This difficulty of an economical andpractical application of 60 cycle power has been solved by the combineddirect current and alternating current drive disclosed in my 00- pendingapplication Serial No. 360,400.

The second obstacle in the use of commercial 6O cycle current has beenthe difficulty of supplying the same to the moving motor car, That is tosay, so far as I am aware no one overworked out a practical trolleysystem for 60 cycle current.

And certainly, no one so far as I can find has ever provided a trolleysystem suitable

